Electric system for vehicles



Aug. 26, 1930. A, H NEULAND 1,773,844

ELECTRIC SYSTEM FOR VEHICLES Filed July 28, 1928 INVENTOR Patented Aug. 26, 1930 UNITED STATES PATENT OFFICE ALFONS HENRY NEULAND, OF IRVINGTON, NEW

JERSEY, ASSIGNOR TO ELECTRO- ELECTRIC SYSTEM FOR VEHICLES Application filed July 28,

This invention relates to improved methods and means for electromagnetically transmitting power from a prime mover to load and particularly to the type of apparatus in which two dynamos cooperate with the power source and load for transmitting power therebetween.

In my copending application, Serial #219,- 226 filed September 13. 1927, for automatic power transmission I disclosed a method for varying the torque and speed relationships by automatically reversing the field of one of the dynamos.

The objects of the present invention are to improve the magnetization and reversal of the booster field, to improve the light load stability and the automatic variation in the speed of the power source.

Other objects are to provide an apparatus particularly adapted to cooperate with a motor vehicle and its internal combustion engine so that the control of vehicle and engine are accomplished by variously manipulating the engine throttle mechanism.

Still another object is to provide circuits and means for effectively starting the engine from the vehicle battery and means for charging the battery.

Other objects and advantages of my improved system will appear from the following description and appended drawing.

The single figure of the drawing is a Wiring diagram showing schematically the relationship between the electrical and mechanical elements of my system and the engine propeller and accelerator on the vehicle.

Referring to the drawing, the vehicle engine is represented by the crank shaft 1 which drives the series field coil 2 mounted on the -19 field system ofthe clutch dynamo. The clutch armature 3 is connected to and drives the propeller shaft of the vehicle represented by 4. The booster dynamo has an armature 5 operativcly connected to engine shaft. The

load circuit is represented by the heavy line and is completed thru the grounds 6 and 7 including the clutch and booster armatures and the clutch field coil in series relation. The booster field system is provided with a L J coil 8 having a larger number of turns and a 1928. Serial No. 295,879.

greater resistance than clutch coil 2. is connected in sh unt therewith and adapted to be impressed 'with the potential difference thereof. Included in circuit with coil 8 I provide a source of low potential preferably comprising a small regulator dynamo having an armature 9 operativcly connected to engine shaft 1 and a field coil 10 connected to a third brush. A resistance 11 is also included in the circuit of coil 8 arranged to be shortcircuited by the switch 12 when the accelerator 13 is released and the engine throttle, not shown, is partly closed by means of the rod connection 14. The accelerator 13 may be adjusted so that depression will fully open the throttle before opening the switch 12 and inserting resistance 11 in the circuit.

The booster field system is also provided with a coil 15 which is connected to receive shunt current from armature'3 when propeller rotates slower. and from armature 5 when propeller rotates faster than engine. I provide connections for starting engine from battery 16 when the switch 17 is closed and for charging the battery from a separate armature winding 18 on the regulator when th cutolJt 19 is closed. v

The operation of my system ma best be understood from the following: ssuming the vehicle wheels to be locked and the armature 3 at rest, closing of the starting switch 17 by the operator will send a current from battery 16 thru armature 3 in reverse direction to that shown by arrow which returns to battery by way of the grounds 7 and 20. A substantial current also flows thru the coil 2 and booster armature 5 in direction of arrows returning to battery by way of grounds 6 and 20. Still other currents flow from switch 17 thru coil 15 and 8 in direction of arrows U, the latter current flowing thru switch 12 and armature 5, joining the former at the ground 6 for return to battery thru ground 20. It is important to note that all of these currents aid each other in producing a torque in clutch and booster in direction of engine rotation and that there is at this moment no potential in armature 9 to oppose current flow in coil 8. As the engine spins armature 5 generates a counter potential opposed to that of battery and diminishes current in coil 2 and the clutch field flux resulting in a vigorous starting speed.

When the engine has started my system permits it to idle without stalling and without develo ing a sufiicient torque to start the vehicle. y system has inherent stability I which helps to maintain a uniform idling current speed and prevents surging and reversal of polarity in the load circuit during the idling period. This is due to the circuit arrangement and the presence of the regulator armature in the circuit of coil 8 which, owing to the idling engine speed, has a small potential generated in it in opposition to the potential difierence due to coil 2 operative, when potential difference due to coil 2 exceeds that of armature 9 caused by load current therein, to permit a current flow from armature 3 thru slip ring 21, armature 9 in opposition to arrow, thru coil 8 in direction of arrow U. switch 12, armature 5 and thru the grounds 6 and 7 back to armature 3. As soon as load in coil 2 approaches zero 'and threatens to reverse, the slight potential in armature 9 predominates and establishes a current flow in the opposite direction beginning with armature 9 thru slip ring 21, coil 2, slip ring 22, switch 12 and thru coil 8 in direction of arrow 0. The reversed current in coil 8 diminishes or even reverses the booster field flux as well as booster counter potential, and aided by the strengthened clutch field prevents reversal of current in load circuit. It is seen that stabilization is automatic, a decrease in the load idling current being accompanied by a strengthened clutch field and weakened or reversed booster field while an increase of load current has the opposite effect.

It is important in the operation of a motor vehicle to develop a propeller torque in excess of engine torque ability in order to climb rades or to vigorously accelerate the vefiicle. My system provides for automatic engine torque multiplication up to a predetermined value by merely depressing the accelerator which. assuming the vehicle wheels to be locked and the armature 3 stationary, will increase the engine speed from idling at about 200 R. P. M. to a predetermined speed such as for instance 500 R. P. M., the exact speed depending upon the design constant of the system and the engine torque. The current in load circuit and particularly in coil 2 has built up and the potential difference due to coil 2 has increased to a point where it exceeds that of armature 9 and sends a substantial current thru coil 8 in direction of arrow U causing the booster to operate as a motor. Assuming for example that the coil 2 hasa resistance of .01 ohm, the coil 8 a resistance of .1 ohm, that at maximum torq ie a current of 400 amperes is flowin in coil 2 and that the regulator armature 9 develops 2 volts at this time then the potential difference across coil 2 is 4 volts and the effective potential impressed on coil 8 is 2 volts and the current therein 20 amperes. The turns of coils 8 and 2 and those on armatures 3 and 5 are so proportioned that the booster will supply the torque difierence between maximum developed by engine and that required at the propeller shaft with due regard to the action of coil 15 which supplies a magnetomotive force component in aid of booster motoring action dep nding on the voltage of armature 3.

In this connection it should be noted that my system may be designed for a large torque multiplication ratio without sacrificing stability, due to the stabilizing method heretofore described which is equally effective irrespective of the power of booster with relation to that of the clutch.

The next step in the operation of the system takes place when, with engine throttle open, the vehicle wheels are unlocked whereupon the vehicle will immediately accelerate, the engine speed will increase as will the potential in armature 9 ot'fering increased opposition to potential ditlerence of coil 2 and diminishing current in coil 8. The booster motoring action is decreased and the propeller shaft speed now made to increase at a greater rate with respect to engine speed increase, current in load circuit decreases, potential difference of coil 2 has also decreased and assuming the constants previously mentioned, that the current in coil 2 has dropped to 250 amperes and that the voltage of armature 9 has increased to 2.5 volts, the potential ditterence of coil 2 is 2.5 volts which just balances that of armture 9 with the result that current flow in coil 8 has ceased. During this period the speed of propeller shaft has been approaching that of engine and potential of armature 3 and current in coil 15 have diminished and nearly reached zero. A further engine speed increase beyond this point will slightly raise the potential of armature 9, cause current to flow thru coil 8 in direction of arrow 0, reverse booster flux and 'potcntial. cause booster to gradually take over energization of the load circuit and beyond this point to develop an excess potential operative to drive the propeller shaft at a continually increasing speed in excess of engine speed. The current in coil 15 has also reversed being now sup )lied from armature 5 in direction of arrow and again aids coil 8 to energize the booster field.

For the sake of fuel economy and reduction in the wear and tear my system provides for slowing down engine automatically when the load required by propeller shaft is light as when the vehicle is running on a smooth level road. To accomplish this the operator need only partly release his" accelerator whereupon the load current in and potential difference of coil 2 decreases, the effective voltage impressed on and current in coil 8 increases, as does the booster field flux and voltage which, due to reduced throttle opening and engine torque ability and the weakened clutch field, forces engine to slow down. If the throttle opening is changed while the propeller shaft is rotating nearly at the speed of engine, this will be accompanied by a reversal of current in coil 8 and transition of engine shaft from overspeeding to underspeedin or vice versa.

In or er to secure moderate engine speeds during normal operation and also to permit engine and vehicle to reach their maximum horse power output and speed, I provide the switch 12 operative to open by a full depression of the accelerator. This inserts the resistance 11 in circuit with coil 8 and changes the relationships between clutch and booster so as to speed up engine for maximum horse power delivery.

From the foregoing it will be understood that my system enables the operator to control vehicle and engine speeds thru the accelerator. After releasing his accelerator he may bring the vehicle to a stop without stalling his engine. \Vhen ready to start a depression of accelerator is sufiicient to setthe vehicle in motion. Stabilization when idling and during light load and sudden throttle changes as well as transition and changed relationships between en ne and propeller are all accomplished automatically.

As heretofore mentioned I provide a separate winding 18 on the regulator armature for charging the vehicle battery when the engine reaches a predetermined speed, the field coil 10 serving to supply a common flux to both. The winding 18, being open circuited during the engine idling period, does not interfere with the stabilization action of winding 9, while during higher engine speeds the battery connection to winding 18 in cooperation with third brush connection of field 10 operates to limit the voltage in winding 9. The coil 10 may of course be supplied with current from a third brush on the commutator of winding 18. Also, in some instances where a larger size of regulator is not objecttionable. the coil 15 maybe omitted and the. entire booster magnetization furnished by coil 8.

\Vhile I have herein shown a complete system embodying my invention and described its operation in connection with a motor vehicle I desire to have it understood that my invention is adopted to other uses and that it may be used in whole or in part in the described or other embodiments within the principle and scope of my invention.

It should be noted that several features of my invention are described but not claimed herein. These are claimed in the following copending applications:

The broad combinations for energizing an electric system are claimed in application Serial No. 219,227 filed Sept. 13,1927.

Engine starting from a battery and the feature of exciting the booster with shunt current from one of the dynamos and for reversing current in a field coil with opposing potentials are broadly claimed in my application Serial No. 219,226 filed Sept. 13, 1927.

An engine accelerator for varying the booster excitation is broadly claimed in application Serial No. 296,468, filed July 31, 1928.

Having described my invention what I claim and desire to secure by Letters Patent is:

1. In combination, a power source, a load shaft, a booster dynamo connected to the power source and having a field coil, a clutch dynamo interposed between power source and load shaft and having a field coil, connectors for establishing a load circuit between the dynamos and for dividing the load current between the field coils, and a source of potential in the booster field coil circuit for reversing the current therein as the load current in the clutch field coil varies.

2. The means for stabilizin a transmission system which includes an engine shaft, a load shaft, an electric generator rotataivel connected with engine shaft and load sha t having a field coil, an electric motor rotatively connected with one of the shafts having a field coil, a regulating dynamo, a main circuit including the generator, the motor and enerator field coil, and an auxiliary circuit including the generator the motor, the regulating dynamo and motor field coil operative to reverse current in the motor field coil as current in main circuit approaches zero.

3. The means for multiplying torque which includes an engine having a shaft, 21 load shaft, generator rotatively connected with engine shaft and load shaft having a field winding of relatively few effective turns per pole adapted to be traversed by a major load current, a motor rotatively connected with the engine shaft having a field winding of relatively many effective turns per pole with respect to the generator field windingadapted to be traversed by a minor load current, and connectors adapted to establish a load circuit between the dynamos and to divide load cur rent between the field coils operative to estab lish a predetermined torque on load shaft in excess of engine torque ability.

4. The means for starting and stopping a load with a continuously operating internal combustion engine which includes an engine having a shaft, a load shaft, a dynamo rotatively connected with both shafts having a field winding of relatively few effective turns per pole, a second dynamo rotatively connected with one of the shafts having a field winding of relatively greater efi'ective turns per pole with respect to the generator field winding, a throttle mechanism for varying the speed of engine, connectors adapted to establish a closed load circuit and to pass a major load current thru the field winding of first dynamo and a minor load current thru the field winding of second dynamo operative to prevent engine from stalling when load shaft is at rest and to multiply torque on load shaft beyond engine torque ability when the throttle opening and engine speed are increased.

5. In combination, a power shaft, a load shaft, a dynamo rotatively connected with one of the shafts having a field coil, 9. second dynamo rotatively connected with the power shaft and load shaft and having a field coil, connectors for establishing a load circuit between the dynamos and for dividing load current between the field coils in one stage of operation, and a source of potential in circuit with both field coils operative in another stage to reverse current in field coil of first dynamo a's the current in field coil of second dynamo varies.

6. In combination, an engine shaft, a load shaft, 11 dynamo rotatively connected with both shafts having a field coil, a second dynamo rotatively connected with one of the shafts having a field coil, connectors for establishing a load circuit between the dynamos and for dividing load current between the field coils in one stage of operation, a regulating dynamo in circuit with the field coil of second dynamo, and means for varying the speed ofiregulating dynamo operative to reverse current in field coil of second dynamo in another stage.

7.In combination, an engine shaft, a load sha gi, a dynamo rotatively connected with lioth shafts, a second dynamo rotatively connected with one of the shafts having a field coil, a load circuit inclnding the dynamos, a battery, a double current auxiliary generator rotatively connected with one of the shafts having a. plurality of armature windings, connectors for supplying the field coil with current from one of the armature windings and a switch for supplying the battery with current from another of the armatureiwindings adapted to limit the voltage of the first armature winding.

8. In combination, an engine shaft, a load shaft, a dynamo rotatively connected with one of the shafts having a shunt field coil and a load field coil, a'second dynamo rotatively connected with both shafts having a load field coil, connectors for establishing a load circuit between the dynamos and for dividing load current between the load field coils, a regulating dynamo in circuit with the load field coil of first dynamo for reversing the current therein, and means for supplying the shunt field coil with shunt current from one of the dynamos.

9. In combination, an engine having a throttle mechanism and a shaft, a load shaft, a dynamo rotatively connected with one of the shafts having a field coil, a second dynamo rotatively connected with both shafts having a field coil, connectors for establishing a load circuit between the dynamos and for dividing load current between the field coils, a regulating dynamo in circuit with both field coils, and a switch operated by the movement of the throttle mechanism for varying the current in one field coil with respect to the current in the other field coil.

10. In .combination, an engine shaft, a load shaft, a dynamo rotatively connected with one of the shafts having a field coil, a second dynamo rotatively connected with both shafts having a field coil, connectors for establishing a load circuit between the dynamos and for dividing load current between the field coils, a regulating dynamo in circuit with the field coil of first dynamo, a resistance in circuit with one of the field coils and a switch adapted to shortcircuit the resistance.

11. In combination, an engine having a.-

shaft, a load shaft, agenerator rotatively connected with one of the shafts having an armature and a field coil, 21 motor rotatively connected with the other shaft having an armature and a field coil, :1 regulating dynamo, a load circuit including the generator armature the motor armature and the generator field coil, an auxiliary load circuit including the generator armature the motor armature the motor field coil and regulating dynamo and means including a switch for varying the load current in one field coil with respect to load current in the other field coil.

12. In combination, an engine having a shaft, a load shaft, a generator rotatively connected with engine shaft having an armature and a field coil, a motor rotatively connected with load shaft having an armature and a field coil, :1 source of current, a. main circuit including generator armature, motor armature and motor field coil, and an auxiliary circuit including the generator field coil, the motor field coil and the source of current.

13. In combination, an engine having a. shaft, 3. load shaft, a generator rotatively connected with engine shaft having an armature and a field coil, a motor rotatively connected with load shaft having a field coil, a main circuit including the generator armature, the motor armature and the motor field coil, a source of potential .and current for energizing the generator field coil, and connectors for opposing the potential of the source with potential drop in the motor field coil operative to weaken current in generator field coil as current in load circuit increases.

' Si ned at Newark, in the county of Essex and tate of New Jersey.

ALFONS HENRY NEULAND. 

